Stainless steel airport light cannister apparatus and method

ABSTRACT

An airport inset light adjustable alignment container set provides a light fixture and stainless steel support for airport runway, taxiway, or other aircraft ground traffic areas. A variable length extension means rotatably adjusts height and azimuth by a rotatable vertical displacement. In one aspect, a previously installed, airport inset light and stainless steel base of the present invention receives a variable length extension assembly for rotatably adjusting the height and azimuth alignment of an airport inset light. Rotation locking means are provided for securing the rotatable adjustment apparatus from further rotation. A novel stainless steel base is adapted to receive various different designs of inset lights and, in one aspect, to provide a stainless steel protection ring “mud dam.”

CROSS REFERENCE TO RELATED APPLICATIONS

This application is a divisional of U.S. patent application Ser. No.10/393,150, filed Mar. 20, 2003 (now U.S. Pat. No. 6,773,136), which isa divisional of U.S. patent application Ser. No. 09/796,394, filed Mar.1, 2001 (now U.S. Pat. No. 6,572,240), which is a continuation-in-partof U.S. patent application Ser. No. 09/514,089, filed Feb. 28, 2000 (nowU.S. Pat. No. 6,196,697), which is a continuation-in-part of U.S. patentapplication Ser. No. 09/113,980, filed Jul. 10, 1998 (now U.S. Pat. No.6,033,083), which is a continuation-in-part of U.S. patent applicationSer. No. 08/687,809, filed Jul. 26, 1996 (now U.S. Pat. No. 5,779,349),which is a continuation-in-part of U.S. patent application Ser. No.08/002,014, filed Jan. 8, 1993; Ser. No. 08/058,356, filed May 10, 1993;and Ser. No. 08/464,736, filed Jun. 29, 1995 (now U.S. Pat. Nos.5,541,362; 5,594,201 and 5,785,409, respectively).

BACKGROUND OF THE INVENTION

1. Technical Field

This invention relates to airport runway light support apparatus andmethods. In one aspect, this invention relates to height and azimuthadjustable container apparatus and methods for embedded container lightsupports for airport runways and the alignment of their light fixtures.In one aspect, this invention relates to adjustable airport runwaylights and to apparatus and methods for specialized, set-in-the-groundlighting systems utilized for the purpose of guiding pilots during theirapproach to an airport runway and during the landing and taxi ofaircraft.

2. Background

Conventional lighting fixtures forming part of specialized,set-in-the-ground airport runway lighting systems are mounted on certainsteel containers. The steel containers for these airport runway insetlights can be one-part or two-part and, sometimes, three-part containersand are set below the surface of runways, taxiways, and other aircraftground traffic areas. The bottom sections of the containers aresometimes called shallow light bases. The top sections are calledfixed-length extensions and are manufactured in different fixed lengthsand diameters. Flat spacer rings are installed between the extensionsand the lighting fixtures for providing further height and azimuthadjustments. These conventional steel containers, in addition toservings as bases for mounting the lighting fixtures, also serve astransformer housings and junction boxes to bring electrical power to thelighting fixtures.

In the installation of airport runway touchdown zone, centerline, andedge lighting systems, as well as in the construction or installation oftaxiway centerline and edge lighting systems, and other lightingsystems, these containers are embedded in the runway, taxiway, and otherpavements at the time the runway and taxiway pavements are poured(concrete) or placed (bituminous). These containers, hereinafterreferred to as embedded containers, vary in length and diameter.Conventional embedded containers provide an inverted flange at their topportion, which flange has a standard set of threaded holes to allow forthe runway, taxiway, edge, and other light fixtures to be bolted ontothem above the pavement surface, or to allow for the top section of thecontainer to be bolted onto the bottom section, if it is a two-sectioncontainer. A great majority of these existing, conventional containersare two section containers, bolted together at their inverted flanges.The light fixture then is bolted onto the top inverted flange of the topsection of the two-section container. The top section of the two-sectioncontainer is referred to as the fixed-length extension, which is part ofthe conventional embedded containers.

The top portions of the lighting fixtures are installed at a closetolerance, slightly above the pavement surface. Installations of thecontainers and their lighting fixtures are required on two differentoccasions. The first is when the runways, taxiways, and other aircraftground traffic areas are built for the first time. The second is forresurfacing or repaving of the runways, taxiways, and other aircraftground traffic areas. The latter is the most common, i.e., mostfrequent.

The light fixtures installed on the embedded containers, otherwise knownas airport inset lights, have to be aligned with respect to each otherin a precise, straight line on the horizontal plane known as azimuthcorrection, and their height has to be set within a fixed, stricttolerance measured from the pavement surface.

Each airport paving project may consist of installing hundreds orthousands of lighting fixtures and their airport inset light containers.

Runways, taxiways, and other aircraft ground traffic areas deterioratewith years of usage. This creates the need for resurfacing or repaving,i.e., replacing the asphalt of these ground surfaces. Repavement is amuch more common, i.e., frequent, occurrence than the construction ofnew pavements.

When a runway, taxiway, or other aircraft ground traffic area is firstbuilt, or when upgrading or modernizing, or when maintenance projectsrequire their resurfacing (repavement), the flanges on the embeddedcontainers get buried under the pavement. This creates the need forheight adjusting devices with flanges identical to those of the embeddedcontainers to adapt the container up to the final surface and for thelighting fixtures to be installed and aligned above the payment. In manyinstances, this requires core-drilling the newly poured or placedpavement to reach down to the now buried top flange of the embeddedcontainer.

Depending on the lengths of the runways and taxiways, thousands of theseembedded containers are affected, and a wide variety of heightadjustments can be involved for each given size of embedded containers.In such an adjustment system, fixed-length extensions must be madeavailable in many different lengths, so as to provide the many differentgross height adjustments. A combination of one or more flat spacerrings, which are manufactured in thicknesses of 1/16, ⅛, ¼, and ½ inch(1.6,3.2, 6.3, and 12.7 millimeters, approximately), and otherthicknesses, can be used to provide the final height.

These fixed-length extensions have one inverted flange on each end tobolt onto the embedded container, and then flat rings are added on topof the fixed-length extension top flange before the lighting fixture isbolted onto the flange.

The fixed-length extensions and the flat spacer rings must beindividually ordered to the required length. This adjustment systemmakes for a difficult and tedious conventional installation procedureinvolving (1) field measurement of each individual fixed extensionlength and flat spacer ring required for every container (2) recordkeeping of all those field measurements and locations for ordering andverification; (3) ordering, receiving, and delivering to the field eachsize according to its location; and (4) frequently having to installmore than one flat spacer ring to achieve the required height. Thelisted complications for the difficult conventional installationprocedure are further magnified by the fact that the embedded containersare made in 4 different sizes: 10, 12, 15, and 16 inches (25.4, 30.5,38.1, and 40.6 centimeters, approximately) in diameter.

These embedded containers below the pavement surface serve as lightfixture bases. They also serve as transformer housings and junctionboxes.

INTRODUCTION TO THE INVENTION

Depending on the location where these containers are installed, they areexposed to varying degrees and types of corrosive chemicals andmaterials applied to them by the aircraft and other vehicular traffic inthat location. For example, runway and taxiway light fixtures, and thecontainers they are bolted onto, are subjected to rain water and tochemicals such as chemicals applied to the aircraft for the purpose ofdeicing.

It is therefore an object of the present invention to providenon-corrosive apparatus and method for mounting an airport runway lightand adjusting with precision and simplicity the height and the azimuthof a runway embedded container and for aligning with efficiency,simplicity, and precision a lighting fixture installed upon thenon-corrosive apparatus of the present invention.

A further object of the present invention is to provide non-corrosiveapparatus and method for adjusting the height of a runway embeddedcontainer without having to install individual fixed-length extensionsor flat spacer rings.

A still further object of the present invention is to providenon-corrosive apparatus and method for adjusting the height and azimuthof an array of airport runway embedded containers in a lighting systemwithout having to install individual fixed-length extensions or flatspacer rings.

It is an object of the present invention to provide non-corrosiveapparatus and method for adjusting with precision and simplicity theheight and the azimuth of a container, previously installed and embeddedas an airport inset light, and for aligning with efficiency, simplicity,and precision a lighting fixture installed upon the apparatus of thepresent invention.

It is a further object of the present invention to provide an alignmentadjustments assembly that does not require the installation of aseparate mud dam.

It is a further object of the present invention to provide anon-corrosive alignment adjustments assembly that does not require theinstallation of a separate mud dam.

A further object of the present invention is to provide non-corrosiveapparatus and method for adjusting the height of a container, previouslyinstalled and embedded as an airport inset light, without having toinstall individual fixed-length extensions or flat spacer rings.

A still further object of the present invention is to providenon-corrosive apparatus and method for adjusting the height and azimuthof an array of containers, previously installed and embedded as airportinset lights, in a lighting system without having to install individualfixed-length extensions or flat spacer rings.

It is an object of the present invention to provide a non-corrosivealignment adjustments assembly which corrects the problem of tilting ofthe assembly from the vertical axis which increases the angle at whichthe light beam from an inset lighting fixture is projected, divertingthe light beam away from incoming airplanes.

It is also another object of this invention to provide a non-corrosivealignments adjustments assembly which corrects the problem of therotation of the assembly which alters the azimuth alignment of thelighting fixture, which in turn would impede the pilot of an incomingairplane from seeing the light.

It is yet another object of the present invention to provide anon-corrosive alignments adjustments assembly which will allow thelonger, angled bottom type inset lights be installed upon it.

It is yet a further object of the present invention to provide anon-corrosive alignment adjustments assembly which does not requireinstalling a separate flat spacer ring, with a groove on its top flatside.

These and other objects of the present invention will become apparentfrom a careful review of the detailed description and the figures of thedrawings which follow.

SUMMARY OF THE INVENTION

Novel non-corrosive airport inset light adjustable alignment containerset apparatus and method of the present invention include a lightfixture and stainless steel support for airport runway, taxiway, orother aircraft ground traffic areas. A variable length means rotatablyadjusts height by a vertical displacement and mounting means formounting the airport inset light. Rotation locking means are providedfor securing the rotatable adjustment apparatus from further rotation. Atop flange is adapted to receive various different designs of insetlights and to provide a stainless steel protection ring “mud dam.”

BRIEF DESCRIPTION OF THE DRAWINGS

FIG. 1 is an elevation view, partially in section, of the excitingfixed-length extensions installed on an embedded container and alighting fixture installed thereon. FIG. 1 also shows a concreteencasement and three layers of pavement.

FIG. 2 is an elevation view, partially in section, of the same existingfixed-length extensions of FIG. 1 but now shown tilted.

FIG. 3 is a pictographic view, partially in section, showing a landingpassenger jet airplane, a runway, and a tilted runway centerline insetlighting fixture.

FIG. 4 is an elevation view, partially in section, of the adjustableextension component of the present invention showing a mud dam and an“O” ring with its groove.

FIG. 5 is an elevation view, partially in section, showing an Allen-setscrew component of the present invention.

FIG. 6 is an elevation view, partially in section, of the adapter flangecomponent of the present invention.

FIG. 7 is an elevation view, partially in section, of an airport insetlighting fixture, showing a straight bottom.

FIG. 8 is an elevation view, partially in section, of an airport insetlighting fixture, showing an angled bottom.

FIG. 9 is a plan view of the lighting fixture of FIG. 7 and of FIG. 8.

FIG. 10 is an elevation view, partially in section, of a mud damprotection ring.

FIG. 11 is an elevation view, partially in section, of the alignmentsadjustments assembly of the present invention shown installed on anexisting embedded container. FIG. 11 also shows an airport insetlighting fixture mounted on the adjustments assembly.

FIG. 12 is a plan view of the top flange of the embedded container ofFIGS. 1, 2, and 11.

FIG. 13 is an elevation view, partially in section, of the universal topadjustment container of the present invention and shows an airport insetlighting fixture and an “O” ring.

FIG. 14 is a plan view, i.e., a top view, of the universal topadjustment container of the present invention as shown in FIG. 13without the lighting fixture.

DETAILED DESCRIPTION

The present invention provides a height and azimuth adjustable containerset, utilized for all the purposes embedded containers are utilized,i.e., to serve as bases for lighting fixtures, as transformer housings,and as junction boxes, but with a major difference from conventionalembedded containers. The adjustable container sets of the presentinvention also are utilized for the precise and simplified, economicmounting and adjusting of the height of the lighting fixture to bemounted upon it. Also, the adjustable containers of the presentinvention provide for precise and simplified, economic aligning of theazimuth of the lighting fixtures and aligning the lights with respect toeach other, by virtue of the azimuth alignment.

The adjustable container set of the present invention is used to improveexisting containers, while being efficiently and economicallyadjustable. These containers are installed in airport runways, taxiways,and other aircraft ground traffic areas to serve as bases for lightingfixtures, transformer housings, and junction boxes. The adjustments takeplace when the containers and their lighting fixtures are installedinitially, e.g., when new runway, taxiway, and other aircraft groundtraffic areas are first built and every time they are repaved.

The present invention provides a height and azimuth alignmentsadjustments assembly utilized for the more economic, precise, andsimplified adjusting of the heights of concrete embedded containers andthe azimuth alignment of airport inset lighting fixtures mountedthereon. These containers of the present invention are installed andreused in airport runways and taxiways and other aircraft ground trafficareas to serve as bases for lighting fixtures, transformer housings, andas junction boxes.

In the actual testings and installations of the alignments adjustmentsassembly disclosed and described in U.S. patent application Ser. No.08/002,014 filed Jan. 8, 1993 and entitled “Alignments AdjustmentsAssembly Apparatus and Method,” now U.S. Pat. No. 5,541,362, I havediscovered certain aspects which could be modified.

One drawback is that airport runway light bolts used to install theairport runway light on or in the airport runway light support can bepart of a corrosion problem. Corrosive materials such as deicingchemicals used on the aircraft can accelerate corrosive problems betweenthe light bolts and the light support. The airport runway lightstainless steel bolts can accelerate corrosive attack by a galvanicaction between dissimilar metals.

The present invention provides an alignment adjustments assembly whichcorrects the problem of corrosion.

One drawback is that a great number of the existing conventional,fixed-length extensions installed as stacked-on embedded containers havetilted from their vertical axis. This tilting, which at the place oftilting is relatively small, nevertheless increases the angle at whichthe light beam from an inset lighting fixture is projected, therebydiverting the light beam away from incoming airplanes. At one-half mile(1 kilometer) away from the approach area, it is difficult for the pilotof a landing airplane to see the light because of the very largedivergence at that point from the point at which it should otherwise be,when properly height-adjusted.

The present invention provides an alignment adjustments assembly whichcorrects the problem of tilting.

Another drawback encountered is that the new larger and heavierairplanes, now becoming more common, exert a larger torsional force uponthe inset lighting fixtures. Tests made to simulate those largertorsional forces on the alignment adjustment assembly disclosed anddescribed in U.S. Patent Application Ser. No. filed Jan. 8, 1993 andentitled “Alignments Adjustments Assembly Apparatus and Method,” nowU.S. Pat. No. 5,541,362, proved that a very slight rotational movementoccurs, even though considered relatively insignificant today.Nevertheless, even heavier airplanes could provide a more significantrotational movement that would alter the azimuth alignment of thelighting fixture, which in turn would impede the pilot of an incomingairplane from seeing the light.

The present invention provides an alignments adjustments assembly whichcorrects the problem of the rotation of the assembly.

Yet another drawback encountered is the need to install a separatecomponent called the mud dam, consisting of a flat, three-quarters inch(19 mm) thick spacer ring with a flat, thin steel band welded all aroundthe periphery of the flat spacer ring. This band is about one and aquarter inches (3.3 cm) wide.

The present invention provides an alignment adjustments assembly thatdoes not require the installation of a separate mud dam.

A further drawback encountered is that there are two types of insetlight construction with respect to its bottom side. The bottom on onetype is short and flat. The bottom on the other is longer and at anangle with respect to the light base vertical axis. The longer, angledbottom does not allow the light to fit properly on the top flange of theapparatus as disclosed and described in U.S. patent application Ser. No.08/002,014 filed Jan. 8, 1993 and entitled “Alignments AdjustmentsAssembly Apparatus and Method,” now U.S. Pat. No. 5,541,362.

The present invention provides an alignments adjustments assembly whichwill allow the longer, angled bottom type inset lights to be installedupon it.

Yet a further drawback encountered is that, in a great many occasions,an “O” ring seal is specified. In such cases, a separate flat,three-quarters inch (19 mm) thick spacer ring, with a groove on its topflat side, is installed between the fixed-length extension and thelighting fixture.

The present invention provides an alignment adjustments assembly whichdoes not require installing a separate flat spacer ring with a groove onits top flat side.

The invention includes an existing embedded container with an invertedflange on one end onto which an adapter flange bolts. The adapter flangehas Acme threads in its center aperture. The apparatus and method of thepresent invention also include an outside Acme threaded adjustableextension, which threads down into the adapter flange, to provide theprecise height required and the precise alignment of its lightingfixture. The adjustable height extension has a top flange to provide abase upon which the specified lighting fixture can be bolted.

The present invention provides height and azimuth light support setsutilized for the more efficient and economic, precise, and simplifiedadjusting of the heights of exiting art embedded containers and thealignment of their light fixtures. These containers are installed inairport runways and taxiways to serve as bases for lighting fixtures, astransformer housings, and as junction boxes.

Referring now to FIGS. 1 and 2, a container 1 is representedschematically with three fixed-length extensions 2, 7, and 11 boltedtogether. Container 1 is embedded in concrete 25 at the time an airportrunway, taxiway, and other aircraft ground traffic areas (hereinafteraircraft ground traffic areas) are first built. These ground trafficareas generally are built upon a compacted granular sub-base 26.

Steel containers 1, in addition to serving as bases for mounting airportinset lighting fixtures 95 also serve as transformer housings andjunction boxes to bring electrical power to lighting fixture 95, asshown in FIGS. 1, 2, and 7. Fixed-Length extension 2 is bolted to topflange 30 on container 1, which has 12 threaded bolt holes 136, as shownin FIG. 12, by means of its bottom flange 4 and bolts 3. Fixed-lengthextension 2 is bolted to bottom flange 6 of fixed-length extension 7 bymeans of its top flange 5 and bolts 8. Fixed-length extension 7 isbolted on top of fixed-length extension 2.

Fixed-length extensions have twelve bolt holes in both of their flanges,i.e., top flange 5 and bottom flange 4 of extension 2, as shown inFIG. 1. The bolt holes, not shown, on the top flanges of the extensionsare threaded, while the bolt holes, not shown, on the bottom flange arenot threaded. Nevertheless, the bolt holes in both flanges of thefixed-length extensions are on a bolt hole circle diameter identical tobolt circle diameter 137, as shown in FIG. 12, of container 1.

Fixed-length extension 7 is bolted to bottom flange 10 of fixed-lengthextension 11 by means of its top flange 9 and bolts 12. Fixed-lengthextension 11 is bolted on top of fixed-length extension 7.

Fixed-length extensions provide only a gross height adjustment. One or aplurality of flat spacer rings 15 are required for providing the moreprecise final height adjustment.

Flat spacer rings 15 are installed on top flange 13 of fixed-lengthextension 11, as shown in FIG. 1, i.e., the top fixed-length extension,to provide the final height adjustment 17 for inset lighting fixture 95.Flat spacer rings 15 can be one or more. They are fabricated as thin as1/16 inch (1.6 mm) and as thick as three-quarters inch (19 mm) orthicker. Mud dam 36, as shown in FIGS. 1 and 10, comes next on top ofspacer rings 15. The inset lighting fixture 95 is bolted together withflat spacer rings 15 and mud dam 36 onto the top flange 13 of the topfixed-length extension 11 by means of bolts 14.

Continuing to refer to FIGS. 1 and 2, several layers of pavement 19, 20,21 are shown, to exemplify the fact that fixed-length extensions 2, 7,and 11 are utilized for height adjustments every time an aircraft groundtraffic area is first built or upgraded by the installation of newpavement, i.e., each new layer of pavement 19, 20, and 21. The newlayers create new surfaces 22, 23, and 24 and therefore new heights.

These airport aircraft ground traffic area upgrades create the need forheights adjusting devices, with flanges identical to those of theembedded container 1, in order to adapt the container 1 to the newsurface, i.e., the new height and further in order for the lightingfixture 95 to be installed slightly above the new pavement surface,i.e., surface 22, 23, or 24, at a close tolerance 17 above new pavementsurface 24, for example.

In order to seal pavement layers 19, 20, 21 around container 1, grout 18is utilized. Pavement rings 36, commonly known in the industry as muddam 36, as shown in FIGS. 1 and 10, are installed on top of spacer rings15 to protect lighting fixture 95 from being splashed by the grout 18 atthe time of its application.

Inset lighting fixture 95 is set inside mud dam protection ring 36, asshown in FIG. 10. Mud dam 36 consists of a flat ring 38, as shown inFIG. 10, generally of ¾ inch (19 mm) in thickness, with a 1 to 1¼ inch(2.54 to 3.27 cm) wide, flat, thin steel band welded around theperiphery of flat ring 38. Flat ring 38 has bolt holes 39 which matchbolt holes, not shown, on flat spacer rings 15, on fixed-lengthextension 11 as well as on lighting fixture 95. Bolt holes onfixed-length extension 11 are threaded. Lighting fixture 95 is boltedonto fixed-length extension 11, together with mud dam 36 and flat spacerrings 15 by means of bolts 14. Mud dams 36 are generally provided withgrooves 43 in order to accept “O”-ring gasket 44.

When any one layer of pavement is first placed, it is done by placing itover the entire surface, i.e., surface 31. Then the pavement 19 iscore-drilled at the location of each container 1 to remove the pavementat that location to install fixed-length extension 2, any flat spacerring 15, mud dam 36, and finally lighting fixture 95 at the new heightcreated by pavement 19 and surface 22, by way of example. This processis repeated every time a new layer of pavement is added, i.e., forfurther layers 20 and 21. The core drilled hole is larger in diameterthan the diameter of container 1, hence the requirement to utilize grout18 to fill in the void and therefore the need to install a mud dam 36,as shown in FIG. 10, to protect lighting fixture 95, as shown in FIGS.1, 2 when grout 18 is poured.

A new method has been used for a few years already, whenever an aircraftground traffic area reconstruction takes place, i.e., resurfacing orrepaving. Instead of adding a new layer of pavement on top of the lastone installed, the last one layer, i.e., pavement layer 21, is milleddown by large roto-milling machines. This method is extensivelyexplained in my U.S. Pat. No. 5,431,510 entitled “Overlay ProtectionPlate Apparatus and Method.”

Prior to roto-milling the pavement top layer, i.e., layer 21, thelighting fixtures, any spacer rings, the mud ring, and the top, existingfixed-length extensions have to be removed. An overlay protection plate,not shown, is bolted to top flange 30, on container 1, to prevent debrisfrom falling into container 1. After roto-milling, a new layer ofpavement is installed, and the new pavement is core-drilled at thelocation of each container 1 to replace the items removed back to theiroriginal position. Core drilling at each embedded container location isdone to provide access for reinstalling the items previously removed.Nevertheless, in a great percentage of the cases, i.e., at each of theindividual container locations, differences of height occur, creatingthe need for the installation of additional flat spacer rings 15 on topof the ones removed and being reinstalled.

Referring to FIGS. 1 and 2, lighting fixture 95 is installed at a closetolerance 17 slightly above pavement surface 24. The optical system, notshown, inside the lighting fixture, projects its light beam 32 throughlens 107 in window 108 of lighting fixture 95 at a precise angle 34 fromsurface 24 to allow a pilot landing aircraft 51, as shown in FIG. 3, seelight beam 32, from a distance of about one-half mile (1 kilometer),when landing at night or under other low visibility conditions. Lightingfixtures 95 are also known as centerline lights because they areinstalled on the embedded containers in the center of the aircraftground traffic areas, i.e., runways, taxiways, and others.

The continuous landing of aircraft, day and night, year after year, ontop of these lighting fixtures can provide a slight tilting 41, as shownin FIG. 2, of the lighting fixture and fixed-length extension 11, asrepresented by 41 (not to scale), as shown in FIG. 2, for the purpose ofmaking this explanation more clearly understood. This tilting 41 willalter the installed height tolerance 17, as shown in FIG. 1, which nowwould be larger as represented by 42 in FIG. 2. The maximum installedheight tolerance 17 is 1/16 inch (1.6 mm), per F.A.A. (U.S. FederalAviation Administration) specifications. Tilting 41 is shown as aseparation of flange 10 of fixed-length extension 11 from flange 9 offixed-length extension 7.

Even the slightest tilting of lighting fixture 95 and the associatedextension produces an angular deviation, angle 35, as shown in FIGS. 2and 3, which is larger than the precise angle 34 obtained by acombination of the precise height adjustment of lighting fixture 95 andthe angle at which light beam 32 is emitted from lighting fixture 95,through its lenses 107, in windows 108, as shown in FIGS. 1 and 2. Thislighting fixture emitted light beam angle is set at the factory and isprecisely established by F.A.A. regulations.

An increased angle 35 would project emitted light beam 33 away from aline of sight from the pilot when landing aircraft 51, as shown in FIG.3, as it descends for landing. As a result, the pilot of aircraft 51would not be able to see light beam 33 when landing at night or duringpoor visibility conditions. An increase in the height adjustment 17 oflighting fixture 95 would have the same effect, i.e., the light beamwould not be visible to the pilot at landing. In addition, an increasedinstalled height creates the danger of the lighting fixture beingplowed-off, during winter time, when snow is regularly plowed offairport ground traffic areas. This creates the danger of lightingfixtures, bolts, rings, and other components, being thrown onto thesetraffic areas, with the resulting danger to landing aircraft.

Conventionally, tilting is field-corrected by installing a thick taperedspacer ring, not shown. These tapered rings are custom made, per fieldmeasurement, and they are installed after first removing some of theexisting flat spacer rings 15, to correct angular deviation 35 of lightbeam 33 to the correct angular adjustment 34 of the light beam. Tiltingof the fixed-length extension is corrected, when the apparatus andmethods of the present invention are utilized, because fixed-lengthextensions, bolted one on top of the other are no longer required.

Referring to FIGS. 7, 8, and 9, lighting fixtures today are manufacturedwith two different types of bottom portions. FIG. 7 shows lightingfixture 95 with six non-threaded, counter sunk bolt holes 109 drilledthrough mounting flange 106. Bolt holes 109 are set apart at an angle115 of 60 degrees one from another, in bolt circle 114. Lighting fixture95 is provided with optical lenses 107 in countersunk windows 108 andwith a flat, short, straight down bottom portion 100. Electrical wires111 and connector 112 are provided for bringing electrical power tolighting fixture 95 from an isolation transformer, not shown, inconventional container 1, as shown in FIGS. 1 and 2.

Lighting fixture 105 of FIG. 8 has six non-threaded, countersunk boltholes 109 drilled through mounting flange 106. Bolt holes 109 are setapart at an angle 115 of 60 degrees one from another, in bolt circle114. Lighting fixture 105 is provided with optical lenses 107 incountersunk windows 108 and with a long, angled bottom 110, hence thenovel angled 66 opening 67 of adjustable extension 55, as shown in FIG.4. Angled 66 opening 67 allows lighting fixture 105 to be installed onflange 62 of the extension, in addition to allowing also theinstallation of lighting fixture 95, as shown in FIG. 7.

Continuing to refer to FIG. 8, lighting fixture 105 is also providedwith wires 111 and connector 112 for bringing electrical power tolighting fixture 105 from conventional embedded container 1, as shown inFIGS. 1 and 2.

Azimuth orientation arrows 113 are engraved on mounting flange 106 inthe countersunk windows 108 area. Arrows 113 are also engraved incountersunk windows 108 of lighting fixture 95. The difference betweenlighting fixture 95 and lighting fixture 105 is in the short, flatbottom portion 100 of fixture 95 versus the longer, angled bottomportion of fixture 105.

Engraved azimuth arrows 113 are required for aiding a lighting fixtureinstaller in orienting lenses 107, on windows 108, directly to the exactazimuth alignment, to correctly align, in azimuth, the light beamprojected through lenses 107 with the aircraft landing direction. Theazimuth alignments are required when the lighting fixture is firstinstalled and on every occasion maintenance is performed on the fixture,i.e., removal for bulb change and others.

FIG. 9 is a top view, i.e., a plan view, of the lighting fixtures ofFIGS. 7 and 8. The lighting fixtures 95, 105 have six countersunk boltholes 109 each on bolt circle 114, with a bolt circle diameter identicalto the diameter of the bolt circle, not shown, of bolt holes 64, on topflange 62, as shown in FIG. 4.

The bolt circle diameter, the number and size of bolts and bolt holes inthe lighting fixtures, as well as in the flange where the lightingfixtures are to be installed, i.e., top flange 62, as shown in FIG. 4,or in conventional top flange 13, as shown in FIG. 1, are specified byspecifications known as Circulars, issued by the F.A.A.

Referring now to FIGS. 4, 5, and 6, adjustable extension 55 and adapterflange 85 represent the preferred embodiment of the alignmentsadjustments assembly of the present invention.

Adjustable extension 55 consists of a tubular, cylindrical section,defined by a non-threaded top portion 58 which has its bottom portion 57threaded with Acme threads 56, e.g., by way of example at four threadsper inch (2.54 cm). Top portion 58 and bottom threaded portion 57 arethe wall of the cylindrical portion, i.e., the wall of a tubularcylinder, shown in elevation, partially in section, in FIG. 4.

Acme threaded portion 57 is threaded for approximately six inches (15cm) from bottom end 61. Threaded portion 57 has a minimum of sixvertical rows of threaded holes 59, 60, i.e., parallel to its verticalaxis 68, as opposed to three vertical rows of holes at 120 degreesapart, disclosed in U.S. patent application Ser. No. 08/002,014 filedJan. 8, 1993 entitled “Alignments Adjustments Assembly Apparatus andMethod,” now U.S. Pat. No. 5,541,362. Holes 59 are on a horizontal planedifferent from holes 60, i.e., intercalated, i.e., staggered as shown inFIG. 4, so that at all times there will be a minimum of four and amaximum of six holes 59, 60 for threading Allen set-screws 81, as shownin FIG. 5, through them and for tightening against inside threadedsurface 87 of adapter flange 85, as shown in FIG. 6. By the method ofthe present invention, at least one Allen set-screw 81, as shown in FIG.5, protruding through holes 59 or 60, penetrates at least one eighthinch (3.2 mm) into a drilled aperture 86, as shown in FIG. 6, on insidethreaded surface 87 of adapter flange 85.

Allen set-screws are threaded through both holes 59 and 60, shownthreaded through hole 59 on FIG. 5 for simplification purposes. Allenset-screws are of a minimum ½ inch (1.3 cm) nominal diameter.

Top flange 62 is welded at top portion 71 of the tubular, cylindricalportion of the extension 55. Top flange 62 has 12 threaded bolt holes 64through it, when seeing it in plan, but shown only in section in FIG. 4.These threaded bolt holes 64 have a bolt circle diameter, not shown,that coincides with bolt circle diameter 114, as shown in FIG. 9, oflighting fixture 95 and 105, as shown in FIGS. 7 and 9, respectively.The bolt circle and bolt size are mandated by the F.A.A. specifications,i.e., U.S. Federal Aviation Administration specifications. All featuresshown on FIG. 9, a plan view, coincide with a plan view, not shown, ofFIG. 7 in all respects, i.e., they are substantially identical.Therefore, either lighting fixtures of FIG. 7 or FIG. 8 can be boltedonto top flange 62.

Top flange 62 has opening 67 at an angle 66 of approximately 45 degrees.In addition to accepting lighting fixture 95, as shown in FIG. 7, italso accepts lighting fixture 105, as shown in FIG. 9.

Preferably top flange 62 and tubular cylindrical portion 57 are made ofstainless steel. The stainless steel assembly 55 of the presentinvention provides an alignment adjustments assembly which corrects theproblem of corrosion from materials such as corrosive deicing chemicalsor by a galvanic action between dissimilar metals between the lightbolts and the light support.

Novel mud dam protecting ring 69, consisting of a 1 to 1¼ inches wide(2.54 to 3.27 cm), thin, stainless steel band, is built in one piecewith top flange 62, if adjustable extension 55 is built in one piece,which is the preferred method. Mud dam protecting ring 69 can also bewelded all around the outer periphery of top flange 62 if adjustableextension 55 is built of individual components. Mud dam 69 is positionedto protect the lighting fixture and its lenses 107, as shown in FIGS. 7,8, and 9 from grout 122, as shown in FIG. 11, when grout 122 is poured.Groove 65 is provided on surface 63 of top flange 62 in order to accept“O”-ring 70, shown lifted from groove 65, on FIG. 4.

The adjustable extension of the present invention can be cast, in onepiece, e.g., from stainless steel, comprising the tubular, cylindricalportion as well as the top flange 62 and mud dam protection ring 69. Itcan then be machine-finished including groove 65 and mud dam protectionring 69. Acme-threads 56 are cut for a minimum of up to 6 inches (15 cm)or more from bottom end 61. All holes 59, 60, and 64 are then drilledand tapped. Preferably, each individual component is made of stainlesssteel.

The adjustable extension can also be made of individual components,i.e., a tubular piece, to obtain the cylindrical portion and a standardsteel plate, machine-finished to obtain the top flange 62, to which athin, steel band is welded to make the protection ring 69. Then theflange 62 is welded at 71, top end of non-threaded portion 58 of thetubular piece, i.e., the cylindrical portion. Any additionalmachine-finishing then is done, including groove 65. Acme threads 56 arecut for a minimum of 6 inches (15 cm) or more from bottom end 61. Allholes 59, 60, and 64 are then drilled and tapped.

Optionally, Acme threads 56 could be cut, and holes 59 and 60 drilledand tapped in the field at the point of use.

The order in which the fabrication steps are herein described, i.e., forcasting in one piece or for individual components, is not intended tolimit the many variations of manufacturing sequencing, as those skilledin the art would recognize. Therefore, all sequencing steps, whetherlisted or not, are part of the apparatus and method of the presentinvention.

As it can be readily understood by those skilled in the art, theadjustable extension can be made in any overall length, including anylength of its threaded portion 57. This feature provides the designengineers a great advantage in planning for future aircraft groundtraffic changes, i.e., additional layers of pavement or the replacementof existing layers of pavement with new, thicker layers, to upgradethese aircraft traffic areas to new generations of larger, heavieraircraft.

FIG. 5 represents the Allen set-screw 81 component of the presentinvention shown threaded-in and protruding through threaded portion 57of the adjustable extension.

FIG. 6 represents the circular adapter flange 85 component part of thepresent invention shown in elevation. Non-threaded aperture 86 is atleast ⅛ inch (3.2 mm) deep, drilled into Acme threaded surface 87 inopening 88. Inside opening 88 is threaded with 4 Acme threads per inch(2.54 cm) in order to thread extension 55 into it. Non-threaded holes 89are 12 in number (only two shown) and are drilled through surface 90.Bolt holes 89 are drilled on a bolt circle, not shown, identical to thebolt circle 137, as shown in FIG. 12, on top flange 30 of conventionalembedded container 1, as shown in FIGS. 1 and 2. Adapter flange 85thereby provides the means for the installation of adjustable extension55 onto embedded stainless steel container 1A, as shown in FIGS. 11 and12.

For the installation of the alignments adjustments assembly of thepresent invention on airport runway embedded stainless steel container1A, adapter flange 85 is bolted onto top flange 30, as shown in FIGS. 1,2, and 12 of embedded container 1 after removing bolts 3, as shown inFIGS. 1 and 2 and all fixed-length extensions 2, 7, and 11. When adapterflange 85 is bolted onto stainless steel container 1A, the adjustableextension 55 can be threaded into adapter flange 85, through Acmethreaded opening 88, in order to install an airport inset lightingfixture upon top flange 62, as shown in FIGS. 4 and 11, of adjustableextension 55.

All Allen set screws are threaded through holes 59, 60 of extension 55and torqued to a minimum of 60 foot-pounds (8 kilogram-meters) againstAcme threaded surface 87 of adapter flange 85, one of them, torquedagainst the inside of drilled aperture 86.

Referring now to FIG. 11, a completed installation of the apparatus ofthe present invention is represented. Aperture 86 on Acme threadedsurface 87 is drilled as follows. First, adjustable extension 55 with“O” ring 70, in groove 65 and with lighting fixture 105 bolted onto it,as shown in FIG. 11, is threaded into adapter flange 85, which has beenbolted already onto stainless steel container 1A by means of bolts 121.Lighting fixture 105 on adjustable extension 55 then is brought to theexact height and azimuth by threading in adjustable extension 55 untilazimuth orientation arrows 113 are aligned to the precise azimuth at therequired height. Prior to any installation, a surveyor provides thenecessary centerline marks 138, as shown in FIG. 12, on the pavement,i.e., of a runway, for aiding the installer in finding the correctazimuth line. At this point, the lighting fixture is removed, and allrequired Allen set-screws are installed through holes 59, 60 ofadjustable extension 55 and fully torqued at 60 foot-pounds (8kilogram-meters) against Acme threaded surface 87 to immobilizeadjustable extension 55 in place, keeping it at the desired azimuthalignment and height adjustment. Then, aperture 86 is drilledapproximately ⅛ inch (3.2 mm) into surface 87 of adapter flange 85,through one of threaded holes 59 or 60 of the adjustable extension 55.Immediately after aperture 86 is drilled-in, the remaining Allenset-screw 81 is threaded through the respective hole 59 or 60 and fullytorqued at 60 foot-pounds (8 kilogram-meters) against the inside ofaperture 86. By making at least one Allen set-screw 81 penetrate atleast ⅛ inch (3.2 mm) into aperture 86, on surface 87 of adapter flange85, by installing six Allen set-screws, and by making the set-screw ½inch (12.7 mm) in diameter, the adjustable extension 55 and the lightingfixture mounted thereupon will not be made to turn by the torquetangentially applied by the force of airplane wheels, including those ofthe newer, heavier airplanes landing upon the lighting fixtures or bythe twisting action created by heavy aircraft locked wheels whenturning. All holes 59, 60 not utilized are plugged-in with threaded,plastic plugs, not shown. When holes 59, 60 are plugged-in, the lightingfixture is connected to electrical power connector 123 from imbeddedcontainer 1 by means of cable 111 and connector 112. Then the lightingfixture is re-bolted onto top flange 62 of adjustable extension 55 withits azimuth orientation arrows 113 aligned in azimuth, by means of bolts120. “O” ring 70 is compressed by the bolting pressure, therebyproviding a tight water seal. Angled bottom 110 of lighting fixture 105fits very well in angled 66 opening 67, as shown in FIG. 4, of theadjustable extension.

At this point, the installation is completed by pouring-in grout 122 allaround the alignments adjustments assembly 55, 85, of the presentinvention. It can be seen that the novel protection ring 69, as shown inFIGS. 4 and 11, prevents grout 122 from getting on the lighting fixture,especially so on its lens 107 through window 108. It is also readilyunderstood that groove 65, as shown in FIG. 4, provided on surface 63 oftop flange 62 of adjustable extension 55 eliminates the requirement forinstalling a separate spacer ring with a groove on it for theinstallation of “O” ring 70.

The alignments adjustments assembly of the present invention isreusable. When the alignments adjustments assembly is installed and theairport aircraft ground traffic area is modified, creating a higher orLower surface, i.e., if surface 24 were made higher or lower, extension55 can be threaded in or out, after first removing all Allen set-screws81, to provide a new height adjustment without affecting the azimuthalignment. Azimuth is a straight line, i.e., toward the horizon, in thedirection of aircraft landings, with the centerline 138, as shown inFIG. 12, of the aircraft ground traffic area runway, taxiway, definingthis straight line. Thus the embedded containers with their inset lightsmounted thereupon all are installed at a specified distance one fromanother on this centerline for the length of the aircraft ground trafficarea.

At the time embedded stainless steel container 1A is first installed,its top flange 30, as shown in FIG. 12, is aligned in azimuth, byaligning centerline 138 of the aircraft ground traffic area to passexactly aligned with two diametrically opposed threaded bolt holes 136.Prior to its installation, a surveyor provides markings on the pavementfor aiding in the azimuth alignment of stainless steel container 1A.Bolt holes 136 are at an angle 135 of 30 degrees apart, and they are seton bolt circle 137 with a diameter identical to bolt circle 114, asshown in FIG. 9, on the lighting fixtures 95, 105. Bolt circle diameter137 on top flange 30 also is identical to the bolt circle diameter, notshown, on adapter flange 85, which bolts thereupon, by the method of thepresent invention.

Adjusting the height of adjustable extension 55 would not affect theazimuth alignment of a lighting fixture installed upon its flange 62, axshown in FIG. 11, because extension 55 Acme threaded portion 57 isprovided with at least four Acme threads 56 per inch (2.54 cm). At fourAcme threads per inch (2.54 cm), it would take four full, 360 degreeturns of adjustable extension 55, for it to go up or down one inch (2.54cm). Therefore the adjustable extension will move up or down only ¼ inch(6.3 mm) when rotated 360 degrees about its axis 68, i.e., one single,complete rotation. A 30 degree turn of adjustable extension 55 willproduce a height change of only 0.0208 inches (0.05 mm), up or down,i.e., one twelfth of ¼ inch (6.3 mm). The measure of 0.0208 inches (0.05mm) is slightly more than 1/64 inch (1.6 mm). The overall tolerance 17,as shown in FIG. 1 is 1/16 inch (1.6 mm). A 30 degree turn equals onetwelfth of one full 360 degree rotation. Therefore, adjustable extension55 can be rotated a few degrees about its axis 68 in any direction toobtain a very precise azimuth alignment without negatively affecting itsheight adjustment. Any azimuth alignment adjustment would always be 15degrees or less because bolt holes 109, as shown in FIG. 9, of thelighting fixtures, by FAA mandate, are spaced apart 60 degrees, i.e.,only six holes. Bolt holes 64 on top flange 62, as shown in FIG. 4, arespaced at 30 degrees, exactly the same as bolt holes 136, as shown inFIG. 12, on top flange 30 of the embedded container, i.e., 12 boltholes, also by FAA specifications. The diameter of bolt circles 114, asshown in FIG. 9, and 137, as shown in FIG. 12, are also identical tothat of the top flange 62. Accordingly, a 30 degree azimuth alignmentadjustment is obtained by properly positioning the lighting fixture upontop flange 62 of adjustable extension 55, matching its bolt holes 109with the two bolt holes 64 on flange 62, positioning arrows 113 closestto the correct azimuth alignment marked on the pavement by a surveyor.The final, precise adjustment of 15 degrees or less is done by simplyturning the adjustable extension. From FIG. 9, it can be seen thatwindows 108 are centered between two bolts 109, and, therefore,orientation arrow 113 is at 30 degrees apart from the two adjacent boltholes 109.

Referring now to FIGS. 13 and 14, a universal top adjustable alignmentcontainer 255 is shown in elevation in FIG. 13 and in plan view, i.e.top view, in FIG. 14. The non-corrosive top adjustable alignmentcontainer 255 is another preferred embodiment of the present invention.

FIG. 13 shows, for the purpose of illustration, an airport inset light205, a new type of airport inset lighting fixture, manufactured byHughes Phillips. The novel features of the universal top adjustablealignment container 255 allow the installation of any of the three typesof lighting fixtures that exist in the U.S. market today, e.g., lightingfixture 95, shown in elevation in FIG. 7 and in plan view in FIG. 9;lighting fixture 105, shown in elevation in FIG. 8 and in plan view inFIG. 9; and the newest inset lighting fixture 205, shown in elevation inFIG. 13.

Any of the three lighting fixtures 95, 105, and 205 can be installed onthe universal top adjustable alignment container 255 without requiringits top flange 262 to have an angled opening 66 (FIG. 4), as it isrequired for the flange 62 of the adjustable extension 55 of FIG. 4.

Continuing to refer to FIG. 13, the novel top flange 262 of theuniversal top adjustable alignment container 255 has an opening 267 witha straight inside surface 266 instead of an angled inside surface 66 asshown in FIG. 4. In addition, the top flange 262 is thicker than the topflange 62 of FIG. 4. This additional thickness allows a stepped bottom201 of the lighting fixture 205 to be perfectly fit inside the opening267 of the top flange 262, with a flange 206 inside the mud dam 269.

The universal top adjustable alignment container 255 of FIG. 13 ispreferably cast in one piece, in stainless steel. The casting can thenbe machined to form the top flange 262, a flat surface 263, with agroove 265 in it, the mud dam 269, and an opening 267, with its straightsurface 266. Twelve threaded holes 264 (only two shown) are drilled andtapped through the surface 263 of the flange 262. Then acme threads 256are cut, at four thread; per inch, on a surface 257 for a minimum of sixinches from a bottom a 261 of a tubular section 257. The tubular section257 is of a required wall thickness 274 to allow for the requiredstrength of the threads to resist shearing forces created by the axialloading forces applied upon the lighting fixtures by landing aircrafts.At this point, holes 259 and 260 are drilled and tapped through thetubular section 257, through its wall thickness 274.

Holes 259 and 260 are intercalated, i.e., staggered. These holes 259 and260, if required, could be drilled and tapped in the field instead of inthe factory. Nevertheless, drilling and tapping holes 259 and 260 in thefield is not the preferred method because it is not cost effective, andit is inefficient.

Threaded bolt holes 264 of the top flange 262 are a total of twelve,i.e., at 30 degrees 235 from each other, as shown on FIG. 14. Theseholes 264 are drilled and tapped through a surface 263 of the flange 262on a bolt circle 214 (FIG. 14), which is similar to the bolt circle 114of FIG. 9, on the lighting fixtures 95 and 105 of FIGS. 7 and 8,respectively.

Bolt holes 209 of lighting fixture 205 are drilled through flange 206 ona bolt circle (not shown) similar to bolt circle 214 on top flange 262.Lighting fixture 205 has six bolt holes (only two shown) spread at sixtydegrees apart, similar to the configuration 235 shown of FIG. 9 forlighting fixtures 95, 105. The number of holes, sizes, and degrees apartare all mandated by the FAA, i.e., the Federal Aviation Administration,in specifications known as FAA Circulars.

Lighting fixture 205 of FIG. 13 has a stepped bottom comprising aportion 201 and a portion 200. The portion 200 provides electrical wires211 that bring electrical power to the lighting fixture 205. Flange 206is utilized to install the lighting fixture upon surface 263 of topflange 262 of universal top adjustable container 255, inside its mud dam269. Lighting fixture 205, when bolted onto top flange 262, compressesan “O” ring 270 in a groove 265, providing a water tight seal betweenthe lighting fixture 205 and the inside of the universal top adjustablealignment container 255 of FIG. 13.

Lighting fixture 209 has two countersunk windows 208, similar to thecountersunk windows 108 on lighting fixtures 95, 105 of FIG. 9. Thelighting fixture 205 also has one azimuth orientation arrow (not shown)engraved in each of countersunk windows 208. The countersunk windows208, engraved azimuth arrows, lighting system, and their angularpositioning for all lighting fixtures manufactured in the U.S. are allvery similar and they are all mandated by FAA regulations, i.e., FAACirculars.

Engraved azimuth arrows (not shown) on the lighting fixture 205 areutilized to aid the installer in aligning the lighting fixture 205 inazimuth, on the runway centerline and in the direction 32 of landingaircraft 51 (FIG. 3).

Referring now to FIG. 14, a plan view, i.e., a top view, of theuniversal top adjustable alignment container 255, of FIG. 13, is shown.FIG. 14 shows the top flange 262, with its mud dam 269 and twelvethreaded holds 264 drilled and tapped on the bolt circle 214, at thirtydegrees 235 from each other. FIG. 14 also shows groove 265 in surface263 of top flange 262. Groove 265 is provide for receiving “O” ring 270.In addition, FIG. 14 shows straight surface 266 of inside opening 267and inside surface 274 of tubular section 257.

The universal top adjustable alignment container of the presentinvention can also be fabricated of individual components, which can bewelded together. By way of an example, top flange 262 can be welded at271 to the tubular section 257, and mud dam 269 can be made of a pieceof thin steel welded to the outer periphery of top flange 262. Anymachining including the cutting of acme threads 256 and the drilling andtapping of holes 259, 260, and 264 can be done at the time eachcomponent is fabricated or after all or part of the components have beenwelded together.

Whether cast in one piece or fabricated of individual components, theuniversal top adjustable alignment container 255 preferably is made ofstainless steel, to provide for corrosion resistance.

The alignments adjustments precision makes the apparatus of the presentinvention an efficient and economical apparatus and method for thereplacement of conventional, existing fixed-length extensions at thetime of renovation, i.e., resurfacing of aircraft ground traffic areas,as well as for new installations of such traffic areas by eliminatingthe need for installing fixed-length extensions, by eliminating the needfor installing several flat spacer rings of various thicknesses, byeliminating the need for installing and angle-correcting, tapered spacerrings, i.e., leveling rings, and by eliminating the need for installinga separate mud dam. In addition, the installation of alignmentsadjustments assembly of the present invention saves labor costs, and theassembly is reusable.

Thus it can be seen that the invention accomplishes all of itsobjectives.

The apparatus and process of the present invention are not limited tothe descriptions of specific embodiments presented hereinabove, butrather the apparatus and process of the present invention should beviewed in terms of the claims that follow and equivalents thereof.Further, while the invention has been described in conjunction withseveral such specific embodiments, it is to be understood that manyalternatives, modifications, and variations will be apparent to thoseskilled in the art in light of the foregoing detailed descriptions.Accordingly, this invention is intended to embrace all suchalternatives, modifications, and variations which fall within the spiritand scope of the appended claims.

1. A stainless steel alignment assembly apparatus for an airport insetlight comprising: (a) a stainless steel light fixture support base; (b)a fixed connecting flange on said stainless steel light fixture supportbase for supporting an airport inset light fixture; (c) a stainlesssteel extension having connecting means for attachment to said fixedconnecting flange; (d) mounting means on said extension for supportingan airport inset light fixture.
 2. A stainless steel alignment assemblyapparatus for an airport inset light as set forth in claim 1, whereinsaid mounting means comprises a stainless steel top flange.
 3. Astainless steel alignment assembly apparatus for an airport inset lightas set forth in claim 2, wherein said mounting means further comprises astainless steel mud dam protection ring.
 4. A stainless steel alignmentassembly apparatus for an airport inset light as set forth in claim 3,wherein said stainless steel mud dam protection ring is positioned toprotect the inset light fixture.
 5. A stainless steel alignment assemblyapparatus for an airport inset light as set forth in claim 2, whereinsaid top flange has a top flange top surface and a groove in said topflange top surface for accepting an “O”-ring.
 6. A stainless steelalignment assembly apparatus for an airport inset light as set forth inclaim 1, wherein said fixed connecting flange is made from stainlesssteel and has a groove defined therein for receiving an “O”-ring.